Train control apparatus



Nov. 17, 1931. p. H. SCHWEYER 1,832,327

' TRAIN CONTROL APPARATU S Filed Sept. 27', 1929 4 Sheets-Sheet 1 I -35 i l C j 0% x IN VEN TORI I r 2/ BY x ATTORNEY.

Nov. 17, 1931. D. H. SCHWEYER 1,832,327

TRAIN CONTROL APPARATUS Filed Sept. 27, 1-929 4 Sheets-Sheet 2 A TTORNEY.

Nov. 17, 1931. sc w 1,832,327

TRAIN CONTROL APPARATUS Filed Sept. 27. 192 9 4 Sheets-Sheet 5 INVENTORY A TTORNE Y.

Patented Nov. 17, 1931 s'ra'res e TENT OFFICE 1 DANIEL HERBERT soHwEYEmor fEAsrron, PENNSYLVANIA TRAIN oon'raor. Arr'ARArns Applicationfiled September 27, 1929. Serial No.'395,682'.

This invention relates to railway trafiic controlling systems and apparatus used in connection therewith, and applies more'particularly to a train control system in which inductive transmitting devices are located on the trackway and controlled by traflic conditions, and other inductive devices are located on the trains or vehicles and co-act with the trackway devices to securethe control desired. More specifically, this invention includes a trackway inductor or magnet having a winding controlled by traific condij tions and mounted on the trackway adjacent to and parallel with the running rail,and the vehicle is provided with a receiverin the form of a magnet or inductor which is an ranged to pass over the trackway inductor with a desired clearance so that an inductive impulse or efiect may be transmitted between the trackway device and the vehicle device. A suitable arrangement of controlling circuits are associated with the vehicle device whereby the control efiects from the trackway are suitably translated to control the The reliability of apparatus of this kind depends upon the air gap between the track- 'way device and the vehicle device. iAuniform relation between the poles of the tr'a:,k-

way inductors and the Vehicle receiver is desirable and rather essential for the satisfactory operation of the system asthe vehicle proceeds along the track. Thereare a number of conditions that arise in railway practice which tend to impair this uniform relation and thereby lessen the reliability'of the apparatus. When the track-inductor is mounted upon the ends of the-ties its=relation to the rail varies as the rails becomes embedded in the ties and as the ties warp and become distorted with the result that the track inductor ceases to be parallel withthe rail and therefore becomes positioned out of alinement with the vehicle track.

The vehicle receiver is usually mounted "inductor and the vehicle receiver, and the opupon the axle, box so that it is not influenced by the spring suspension of the vehicle body. In practice, however, it is. found that the height ofthe axle box relatively to the track rail varies withth'e wear on the wheelsand the wear on the journal brasses' so that there is a constant variation in height and a corresponding variation in the air gap between the trackway and vehicle devices. In addition to this it is found that the axle boxes become somewhat tilted in the vertical guide .which ordinarily tilts the receiver supported from the axle box. Also, the axle boxes of a pair 7 of wheels of a truck donot in practice maintain-an alignment which is always at a right angle to the center line of the trackway. V

'VVhen the receiver is mounted upon an axle box with these characteristics it is liable to betilted fromthe horizontal in its longi tudinal plane and to be skewed with reference to the track magnet.

With the object of compensating for these conditions, I have provided an adjustable means of securing the track inductor to the runningv rail, and means for adjustingthe 70 position ofthe vehicle receiver and its mounting on the axle box. In addition to this the invention embodies improvements in the construction and mounting of the track erating circuits that may be used therewith.

With thev foregoing and other objectsin View, which will be apparent as the description proceeds, the invention resides in the construction and arrangement of parts as hereinafter described and claimed, it being understood that changes can be made within the scopeof what is claimed, without departing from the spirit of the invention.

The invention is illustrated in the accompanying drawings, wherein Figure 1 is a plan view of a track inductor supported from a track rail.

IfigLQ is a side elevation of said inductor and its mounting portions being shown in section. p

Fig. 3 is an end view of the track inductor, the housing being shown in section on the line 33 of Fig. 2.

Fig. 4: is a side elevation of the rail clamp.

Fig. 5 is an elevation of the mounting plate modification for the device shown in Fig. I.

Fig. 8 is a plan view of the vehicle-carried device, portions being shown in section. v

Fig. 9 is an end view of the vehicle-carried inductor and its mounting, portions being broken away and shown in section.

Fig. 9a; is an end view of'a modified form of vehicle-carried inductor and its mountg- Fig. 10 is a diagram of a track wiring plan for controlling the track inductors.

Fig. 11 is a diagram of a locomotive wiring plan for a pair of receivers.

Fig. 12' is a diagrammatical view illustrating a modification of the wiring plan-shown in Fig. 11. w a v Fig. 13 is a bottom plan view of a modified form of vehicle-carried inductor, portions being broken away.

Fig. 14 is'a top plan view of the inductor device shown in Fig. 13, portions being broken away.

Fig. 15 is a longitudinal section 1515 of Fig. 14.

Fig. 16 is a cross section on the line 16-16 of Fig.14.

Fig. 17 is a longitudinal section illustraton the line ing a further modification in the vehicle carried inductor.

' 1 Referringto Figs. 1 to 6, inclusive, 11 indica-tes the track rail which is secured on the ties 12, and 13 indicates generally the track inductor which has the ramped or sloping ends 14. The track inductor is mounted 'upon the truss brackets 15 -16 which are preferably composed ofrangle bars suitably spaced and secured together, as at 17. Such brackets occupy comparatively little space between the ties and do not prevent the usual edge portion of the base ofthe rail, and the vertical flanges of the angles are bent apart,

as at 19 to receive hook bolts 23. A saddle 20 "is disposed across each bracket at the outer side of the rail and has downwardly bent back lugs 21 engaging under the upper flanges of the angle bars, as seen in Fig. 4. -"The saddle 20 has a flange 22 overlapping the outer'edge portion of the rail base, and the hooks of the bolts 23 engage over the projecting terminals of the flange 22, to draw the saddle tightly into engagement with the upper inclined surface of the rail base.

With such construction of rail clamps the bracket 15-'16 may be secured to rails of different sizes at any longitudinal point thereof, without requiring drilling or other previous preparation of the rail, and the brackets may also be conveniently removed by releasing the bolts 23, thereby saving labor and facilitating the installation and adjustment of the trackway device.

The track inductoris secured, as at 29, on supporting plates 25 which'are clamped between the outer terminals of the angle bars 15, 16, said plates having vertical slots 26 receiving the clampingbolts 27 which pass through the angle bars and plates. Said angle bars have slots 27a for said bolts, so thatthe slots 26 and 27a provide for both vertical and transverse adjustment of the track inductor, relatively to the gage side of the rail;

The track inductor is mounted in a housing 28 of non-magnetic material, preferably a phosphor bronze casting. The track inductor comprises a laminated core 34 with enlarged laminated poles and provided with solidiron pole pieces or plates 32 and 33 at the opposite ends which are exposed through openings in the top of the housing or casing.

A winding 30 is provided on the core 34 and has its terminals located at one side, as at 31;

The core is secured in the housing 28 by bolts 37 which pass through the side walls of the housing, the'poles of the core having slots 38 to receive said bolts. The bolts 37 also engage the'removable cover 37 of the housing forming one side wall thereof. The bolts hold both the cover 36 and inductor in place, and by removing the nuts from the bolts the cover 36 may be removed to permitconvenient removal of the inductor from the housing.

The cover 36 has a pocket 39 to receive the terminal block 31 of the coil. lThe inductor may be either of the inert type, to receive the magnetic field by induction only,'or said inductor may be of the magnetic type by having the coil energized.

As seen in Fig. 3 the poles of the track inductor are located above the plane of the tread of the track rails, in order to place the inductorin a more favorable position to influence the vehicle receiver by reducin the 7 O airgap, than the iron elements of the trackway itself, particularly the running rails at turnout'switches and crossing frogs. The ar rangement is therefore such that the vehicle carried receiver is selectively responsive to the track'inductors only.

tudinal vertical plane.

longitudinally of the track. and vehicle, and

have the projecting channel-shaped portions 47 and 48, respectively. The bearing or brass 43 of the box 42 rests on the axle 44 of the wheel 41.

A supporting member 49,is disposed between and within the channels 47 and 48, and

a vertical pivot 50 extends through said channels and through an opening of larger diameter in the member'49. Set screws 51, 52, 53, 54, and 56 are threaded through the flanges of the channels and are arranged in pairs at the upper and lower corner portions ofthe member 49, so that by adjusting said screws it is possible to turn the member about the axis of the pivot bolt 50, and to also adjust the member 49 into or out of a longi- The member 49 may therefore be conveniently adjusted relatively to the rail.

The member 49 has integral projecting arms or brackets 57 and 58 which are recessed to receive the worm wheels 59 and 62, respectively, and vertical screw stems 67 and 68 pass through said arms and the worm wheels are threaded thereon.

orms 60 and 63are mounted on the respective shafts 61 and 64 which are'journaled for rotation in the respective arms 57 and 58,

and said worms mesh "with the respective worm wheels 59 and 62. The shafts 61 and 64 are connected by a slip coupler 65 which is held in position by a leaf spring 66, said coupler being'spool shaped to receive said spring. The coupler rotates either shaft with the other for simultaneous adjustment of both stems 67 68, and by disengaging the spring 66 from the coupler 65 the coupler may be slid off one of the shafts, to permit of individual adjustment of said shafts and the stems. I

The vehicle-carried inductor comprises a laminated yoke 73 having poles 74, 75 upon whichcoils 76, 77 are placed, and said core has the iron pole pieces or plates 78 and 79.

The yoke is placed within a housing 71 of non-magnetic material, which housing has upstanding lugs 70 pivoted within the bifurcated lower ends 59 and 72 of the respective stems 67 and 68.

When both shafts 61, 64 are rotated, both the stems 67, 68 are moved upwardly or downwardly to bodily raise or lower the in ductor, whereas when the coupler 65 is Withdrawn from one shaft, the two shafts maybe individually rotated forraising or lowering either end ofthe inductor. By restoring the should become'tilted from'the horizontal it is possible to lower one end of the inductor withrespect to the other end, and to thereafter adjust the inductor vertically as may be necessary to compensate for wear on the bearings and onthe wheels.

The inductor is assembled, with the coils on the core, and is inserted in the housing 71 from the side'and held in place by a cover secured by bolts passing through the holes 80.

In some instances it may be desirable to provide a yieldable mounting for the induc tor so that it will not be liable to be injured when encountering frozen snow, ice or other obstructions on the trackway. A spring mounting for this purpose is shown in Fig. 7a, wherein the inductor supporting stem 67 is slidable through a sleeve 670 screwthreaded through the worm wheel 59, and coil springs 67 a and 67?) are disposed between the ends of said sleeveand the terminal portions of the stem, thereby permitting the stem to yield either upwardlyor downwardly. The sleeve 67?; may be adjusted upwardly and downwardly by therotation of the worm \vheel'59 to obtain a micrometer adjustment of the inductor, but the springs permit the stem to yield vertically if required.

' Fig. 9a illustrates a horizontal bracket 91 having a slotted arm 90 to be attached to the vehicle and said bracket has a boss 92 in which the square shank 93 of the inductor slides, said shank being supported by a spring97 disposed within a housing 96.

The inductor housing 71 has the removable top 94 held in place by bolts 95. hen the top or cover is removed the yoke 7 3 with the coils 7'7 thereon and pole pieces 78 may be inserted from below. The vertical adjust ment of the inductor is obtained by nuts 98 threaded on the stem 93 and resting on the housing 96.

The circuits that may be employed with the track and vehicle inductors may be of various kinds, for example, as shown in my Patents Nos.'1,342,873, 1,624,118 and 1,695,- 931, or as shown in my copending applications Serial No.'-547,067, filed March 27, 1922,

Serial No. 580,952, filedAugust 10, 1922, and

Serial No. 729,37 4, filed July 31, 1924.

As shown in Fig. 10 the rails 11 are divided by insulated joints into blocks a, b and 0. These blocks comprise theusual track battery 101 and track relays 103 connected to the track rails in the track circuits 102. Inductors 14 and 14 are located at the approach to the entrance end of each block, the

inductors 14 having windings 30 connected in circuits 107 with front contacts 108 of the track relays 108, so that when said relays are energized and the blocks are clear the circuits of the coils 30 are closed, to thereby provide choke coils on said inductors 14. The

Ill

inductors 14 have coils orwindings 30 connected by circuits, 105 with the front contacts 106 of the relays 103 and the secondaries of the transformers 104, so that thecoils or windings 30 are energized by alternating current when tl e relays 103 are energized with the blocks. unoccupied.

The vehicle or locomotive apparatus is shown in Fig. 11, the inductor 73 being intenoed to register with the track inductors 14, and the inductor 73 being intended to register with the track inductors 14.

A stick relay 111 is connected in a circuit including the wire 112, coil 77 of inductor 73, wire 113 battery 114, wire129, front contact 115 of said relay 111 and wire 116. When this circuit is interrupted at the contact 115 it remains open until reset.

The coil 76 is connected in the circuit 110 with the battery 109. The coils 76 and 77 are disposed on the yoke and normally have no influence upon each other until a track inductor 14 is encountered. If the coil on this track inductor is on open circuita magnetic impulse is transmitted through avehicle and track cores while they register, due to the field created by the coil 76 which predominates over the weaker field of the coil 77, so that current is inducedin the coil 77 and the C11- cuit opposing the battery 114 to thereby ceenergize the relay 111. If, however the coil is on closed circuit, it serves to choke the flow of magnetic flux through the vehicle and track cores so that the relay 111 is not deenergized. The relay 111 is therefore deenergized when the block in advance is occupied, and is maintained energized when the the electro-pneumatic valve 117 is energized to prevent application of the brakes, but when the relay 111 is deenergized, the valve 117 is also deenergized'to apply the brakes and retard the vehicle.

The relay 111 may be restored from deenergized condition by a push'button connected between the wires 116 and 129 and bridging the contact 115. hen the contact 115 is closed the relay 111 will remain energized until tripped when passing a wayside inductor 14 with its coil on open circuit.

The relay 111 may be automatically re stored by the resetting inductor 73 which receives an impulse from the inductor 14 when the coil 30 is energized. This impulse enere mally; open circuit 128 between the wires 129, thereby bridgingthe contact 115 andenergizing thc relay 111. r

A condenser 130 may be br1dged across the circuit 124 as shown.

The inductor 14 may be located at a control point of the track and after the control becomes efiective the magnet 14 may be located in advance of the control point to restore the apparatus automatically providing the contact 106 is closed. r

Fig. 12 illustrates a tripping circuit for the vehicle relay 111 operated by alternating current. The alternating current generator 144 energizes the coils 77 and 77a of the in ductor a in a circuit 141 which includes the primary of the transformer 142 and a condenser 143.

The secondary of the transformer is connected in a circuit 145 with the stick relay 111. The reactance of the coils 77, 77a and circuit 141 substantially balances the capacity 143. undernormal conditions. When the inductor 73 passes a track inductor 14 on open circuit, this balance is upset and the relay 111 is deenergized,' but if the winding of the track inductor is on closed circuit the circuit 141 is not materially influenced and the relay 111 remains energized.

F igs. 13, 14, 15 and 16 illustrate a modified construction of vehicle inductor housing 71a having the outstanding flange 71?) at its lower edge to which the pole face plates 78a and 79a are bolted or otherwise secured. Said housing has its sides offset toward one another, as at 710, between the coils 76a and We on the core 73a, and a plate 786 of non-magnetic or insulating material is disposed between the pole face plates and is secured to the offset portions 710, to avoid eddy or stray currents in the face of the housing between thepoles ofthe core 73a.

The housing has atop composed of the longitudinal sections 71d and 716 which are bolted to the outstanding flange 719 at the upper edges of the housing body 71a. The top section 71?; has an offset 71f to receive the intermediate portion or yoke of the core 73a, and said offset portion 71 f has the upstanding ears 70a for suspending the housing.

hen the plates 78a, 78b and 79a are detached the inductor may be readily placed within or removed from the housing.

Fig. 17 illustrates a further modification wherein the yoke 73a of the core is separate from the arms 74a and 750: on which the coils 76a and 77a are wound. threaded through. the offset portion 71f of the top to clamp theyoke of the core down on the arms which seat ,on the plates 78a and 79a. VVhen the plates 78a and 79a are det-ached the coils may be readily inserted and removed, and the yoke may be removed, after the set screws are loosened, by removing the top section 710, said'yoke being readily slid Set screws 735 arelaterally into and out of position within the offset portion 71f when the top section 716 is removed. However, by removing the insulating plate 786 such yoke may also be removed through the lower open portion of the housing.

The housing 28, shown in Figs. 1 and 2, may have insulation between the pole pieces or plates 32 and 33, corres onding to the provision of the plate 78?; ot insulation or nonmagnetic material between the pole plates 78a and 79a as seen in Fig. 15, in order to prevent eddy or secondary currents across the portion of the housing between the pole plates.

Having thus described the invention, what is claimed as new is:

1. A train control inductor comprising a railway vehicle with an inductor mounted thereon, independent supportingmeans for each end of said inductor and screw means for elevating and lowering each of said independent supporting means.

2. A vehicle inductor comprising an inductor element, asupport for said inductor mounted on said vehicle, a plurality of members pivotally connected to said inductor and carrying the weight. of said. inductor and means for adjustably connecting said mem bers with said support.

3. A vehicle inductor comprising an inductor element mounted longitudinally of the vehicle, a support for said inductor, a plurality of means connecting said inductor with said support and screws associated with said means for raising and lowering said inductor relative to said support,

A. A vehicle inductor device comprising an inductor, a support, a plurality of screw connections between said inductor and support, and means for simultaneously operating said screws for adjusting said connections.

5. A vehicle inductor device comprising an inductor, a support, a plurality of adjustable connections between said inductor and support, and means connecting said connections for simultaneous adjustment and operable to disconnect said connections for individual adjustment thereof.

6. A vehicle inductor device comprising an inductor, a support, a screw member connected with the inductor, a rotatable member mounted in the supportand threaded on said screw for adjusting the inductor and a w rm mechanism for rotating said member.

7 A vehicle inductor device comprising an inductor, a support, a plurality o1 screws connected to said inductor, and rotatable members mounted in said support and threaded on said screws and means for si-' multaneously rotating said members.

8. A vehicle inductor support comprising her with said means for adjustment about a member substantially supporting the entire.

weight of said inductor, and means connecting said member andgmeans for the adjust ment of said member horizontally and verticallyfrelative to the vehicle.

10. A vehicle inductor support comprising supporting means, an inductor supporting member substantially supporting the entire weight of said inductor, and adjustable means connecting said member and supporting means for adjusting said member about a vertical pivot and to vertical and inclined positions.

11. Avehicle inductor device comprising an inductor arranged longitudinally of the vehicle, supporting means substantially supporting the entire weight of said inductor, and adjustablemeans connecting said induc: tor and supporting means for adjusting the inductor vertically and transversely relatively to the vehicle.

12. A vehicle inductor device comprising a longitudinal inductor located longitudinally of the vehicle, supporting means substantially supporting the entire weight ofsaid inductor, and screw connections adjustable an inductor arranged longitudinally of the vehicle, supporting meanssubstantially supporting the entire weightof said inductor, and adjustable connections between said inductor and supporting means arranged for the individual vertical adjustment of either end of the inductor and for simultaneously adjusting the inductor bodily to different positions relatively to the vehicle.

1 1. A vehicle inductor device comprising an inductor arranged longitudinally of the vehicle, a support for said inductor, a bracket for said support, a vertical pivot connecting said support with said bracket and set screws positioning said support on said pivot relative to said bracket.

15. A vehicle inductor device comprising an inductor arranged longitudinally of the vehicle, a support for said inductor, a channel shaped bracket for said support, a vertical pivot connecting said support with said bracket and set screws in the side of said channel engaging said support to position said support on said pivot.

16. A vehicle inductor device comprising an inductor arranged longitudinally of the vehicle, a housing tor-said inductor having a lug at each end, a screw stem for each lug terminating in an eye pivotally engaging the lug, a nut engaging each stem, 2. support for said nuts and means adjustably connecting saidsupport with the vehicle.

inductor support comp-rising 17. A vehicle inductor device comprising an inductor With a pair of poles arranged longitudinally of the vehicle, a housing for said inductor having a lug on each end at the top, independent means pivotallyengaging said lugs With a jaw connection and a side 'plate forrsaid housing for holding said inductor in place.

In testimony whereof I hereunto aflix my signature.

I DANIEL HERBERT SCHWEYER. 

